I think in the end, it was really a war of aesthetics. The use of GTO propulsion meant that it was louder, less efficient and potentially less reliable (though a lot more durable) and having every single axle motored wasn't ideal for traction in the end. Still the bread winner in beautiful. iirc at some point it was also noted that due to the touchscreen and all that stuff, it was difficult to use for crew. Still sounds like a beast because of the GTO inverters though, a lot smoother and more rounded than the 300's inverter sound
But by that point, the 700 with IGBT inverters, a "better" nose, much improved energy efficiency and a less rounded interior. Some less than cited corners also say they wanted 340km/h out of it but due to issues like track curves, general noise and wear, it was never taken. More technically of course, they were probably just scared the inverters would pop because IGBTs are delicate like that unless you overspec them.
Then you just have the N700. It looks like something ahead of its time without being too dildo-like.
But after about 300km/h, air behaves a bit differently. Power consumption and noise dramatically increase as the train compresses the air in front, even when outside. You also get to diminishing returns with track and wire wear. Until a leap in engineering is...engineered, I don't think we'll see far past 360km/h in regular service, an area China abandoned and JR East still has trouble with, never mind the much stricter noise regulations the Shinkansen is subject to.
Comment too long. Click here
to view the full text.